CN106414157B - The driving-force control apparatus of electric vehicle - Google Patents

The driving-force control apparatus of electric vehicle Download PDF

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Publication number
CN106414157B
CN106414157B CN201480073712.4A CN201480073712A CN106414157B CN 106414157 B CN106414157 B CN 106414157B CN 201480073712 A CN201480073712 A CN 201480073712A CN 106414157 B CN106414157 B CN 106414157B
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command value
acceleration
force
actual
computing
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CN106414157A (en
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长村谦介
岩鼻利幸
平田光男
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Marelli Corp
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Calsonic Kansei Corp
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L15/00—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles
    • B60L15/20—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles for control of the vehicle or its driving motor to achieve a desired performance, e.g. speed, torque, programmed variation of speed
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L3/00—Electric devices on electrically-propelled vehicles for safety purposes; Monitoring operating variables, e.g. speed, deceleration or energy consumption
    • B60L3/12—Recording operating variables ; Monitoring of operating variables
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L15/00—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles
    • B60L15/20—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles for control of the vehicle or its driving motor to achieve a desired performance, e.g. speed, torque, programmed variation of speed
    • B60L15/2009—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles for control of the vehicle or its driving motor to achieve a desired performance, e.g. speed, torque, programmed variation of speed for braking
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/40—Drive Train control parameters
    • B60L2240/42—Drive Train control parameters related to electric machines
    • B60L2240/423—Torque
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2260/00—Operating Modes
    • B60L2260/40—Control modes
    • B60L2260/42—Control modes by adaptive correction
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2270/00—Problem solutions or means not otherwise provided for
    • B60L2270/10—Emission reduction
    • B60L2270/14—Emission reduction of noise
    • B60L2270/145—Structure borne vibrations
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60Y—INDEXING SCHEME RELATING TO ASPECTS CROSS-CUTTING VEHICLE TECHNOLOGY
    • B60Y2200/00—Type of vehicle
    • B60Y2200/90—Vehicles comprising electric prime movers
    • B60Y2200/91—Electric vehicles
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/64—Electric machine technologies in electromobility
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/72—Electric energy management in electromobility

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  • Engineering & Computer Science (AREA)
  • Power Engineering (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Life Sciences & Earth Sciences (AREA)
  • Sustainable Development (AREA)
  • Sustainable Energy (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)

Abstract

There is provided a kind of twisting vibration that can suppress to occur in drive system and can with simple structure when running resistance is produced, braking when suppress target drive force and actual driving force deviation electric vehicle driving-force control apparatus.The driving-force control apparatus that a kind of driving force of motor in drive system to electric vehicle is controlled, possesses：Target drive force setup unit (11), its requirement based on driver is come sets target driving force；Divider (12), its by by target drive force divided by speed reducing ratio come computing the first motor torque command value；Aimed acceleration arithmetic element (15), its by by the inertia of target drive force divided by drive system come computing aimed acceleration；Actual acceleration arithmetic element (14), its actual speed to motor carries out differential and carrys out computing actual acceleration；Correcting value arithmetic element (20), its computing is used to reduce the correction for drift amount between aimed acceleration and actual acceleration；And command value arithmetic element (18), it is by by the first motor torque command value and correcting value phase Calais's computing the second motor torque command value.

Description

The driving-force control apparatus of electric vehicle
Technical field
The present invention relates to a kind of driving-force control apparatus of electric vehicle.
Background technology
In the driving-force control apparatus of conventional electric vehicle, in order to suppress occur due to the torsion of drive system Vibrate (twisting vibration), the motor torque command value to requirement (target drive force) setting according to driver is corrected. It is assumed to the preferable auto model that drive system is the rigid body not twisted motor torque is provided to refer to for example, calculating pair The speed in the case of value is made to be used as target vehicle speed.Then, the deviation between target vehicle speed and actual vehicle speed is obtained, calculates and uses In the reduction correction for drift value.By the way that motor torque command value is added with the corrected value, it is used as final motor Torque instruction value.
In conventional preferable auto model, the torque of the running resistance such as air drag, the braking produced by brake operating The interference torque of torque etc is not transfused to, from without being reflected to the target vehicle speed exported according to auto model, being based on In the corrected value that the target vehicle speed is calculated.As a result, there are the following problems：Although torsion can be suppressed using corrected value to shake It is dynamic, but unnecessary driving force is produced when when running resistance is produced, braking and also to offset running resistance torque, grasped by braking Make the braking moment produced, so that the requirement of driver deviates with actual driving force.
It is used as the method for suppressing the increase of driving force as caused by this interference torque, it is proposed that following methods：Outside Portion's input estimator estimation interference torque, requires that torque subtracts interference torque from motor in advance in computing target vehicle speed, comes The target vehicle speed that computing will disturb torque to take into account (with reference to patent document 1).
Patent document 1：Japanese Unexamined Patent Publication 2012-80655 publications
The content of the invention
However, in patent document 1, the computing complexity for being used to estimate interference torque carried out by input torque estimator. Also, input torque estimator is the inverse system of control object (equipment), therefore is obtained exactly for estimating input torque The load transfer function coefficient of equipment is more difficult.
In view of the above problems, shaken it is an object of the invention to provide a kind of torsion that can suppress to occur in drive system Move and suppress target drive force and actual driving force when can come with simple structure when running resistance is produced, brake The driving-force control apparatus of the electric vehicle of deviation.
According to the mode of the present invention, what the driving force to the motor in the drive system of electric vehicle was controlled Driving-force control apparatus is characterised by possessing：Target drive force setup unit, its requirement based on driver is come sets target Driving force；Divider, its by by target drive force divided by speed reducing ratio come computing the first motor torque command value；Target adds Velocity arithmetic unit, its by by the inertia of target drive force divided by drive system come computing aimed acceleration；Actual acceleration Arithmetic element, its actual speed to motor carries out differential and carrys out computing actual acceleration；Correcting value arithmetic element, its computing is used Correction for drift amount between reduction aimed acceleration and actual acceleration；And command value arithmetic element, it is by by One motor torque command value and correcting value phase Calais's computing the second motor torque command value.
In accordance with the invention it is possible to provide a kind of twisting vibration that can suppress to occur in drive system and can be with letter Single structure is when running resistance is produced, braking when suppress target drive force and actual driving force deviation electric vehicle drive Power control unit.
Brief description of the drawings
Fig. 1 is the frame of one of the structure for representing the driving-force control apparatus involved by the first embodiment of the present invention Figure.
Fig. 2 is the synoptic diagram of the twisting vibration for illustrating to occur in drive system.
Fig. 3 (a) is to represent that drive shaft of fixed drive Lixing when sailing involved by the first embodiment of the present invention turns The curve map of the change of square.Fig. 3 (b) is to represent fixed drive Lixing involved by the first embodiment of the present invention when sailing The curve map of the change of speed.
Fig. 4 (a) is to represent the situation of brake actuating after throttle closing involved by the first embodiment of the present invention Under driving shaft torque change curve map.Fig. 4 (b) be represent the present invention first embodiment involved by throttle The curve map of the change of speed after closing in the case of brake actuating.
Fig. 5 is the frame of one of the structure for representing the driving-force control apparatus involved by second embodiment of the present invention Figure.
Fig. 6 be represent the present invention first embodiment involved by the first motor torque command value, in the absence of model Change the second motor torque command value in the case of error and the second motor in the case of there are model errors turns The curve map of the time change of square command value.
Fig. 7 is to represent the first motor torque command value involved by second embodiment of the present invention, in the absence of model Change the second motor torque command value in the case of error and the second motor in the case of there are model errors turns The curve map of the time change of square command value.
Fig. 8 (a) is to represent the first motor torque command value involved by the first embodiment of the present invention and presence The curve map of the time change of the second motor torque command value in the case of model errors.Fig. 8 (b) is to represent this hair The first motor torque command value involved by bright second embodiment and the second electricity in the case of there are model errors The curve map of the time change of motivation torque instruction value.
Fig. 9 (a) be represent the present invention first embodiment involved by aimed acceleration and actual acceleration when Between the curve map that changes.Fig. 9 (b) is to represent the aimed acceleration involved by second embodiment of the present invention and actual acceleration The curve map of the time change of degree.
Figure 10 (a) is the song for the time change for representing deviation and correcting value involved by the first embodiment of the present invention Line chart.Figure 10 (b) is the curve for the time change for representing deviation and correcting value involved by second embodiment of the present invention Figure.
Embodiment
Then, the first embodiment and second embodiment of the present invention are explained with reference to.In following accompanying drawing In record, same or similar mark is marked to same or similar part.
(first embodiment)
The driving-force control apparatus of electric vehicle involved by the first embodiment of the present invention can be equipped on electronic vapour The electric vehicles such as car (EV).As shown in figure 1, the driving force control dress of the electric vehicle involved by the first embodiment of the present invention Put and possess target drive force setup unit 11, divider 12, aimed acceleration arithmetic element 15, actual acceleration arithmetic element 14th, correcting value arithmetic element 20 and command value arithmetic element 18.Electric vehicle involved by the first embodiment of the present invention The each unit of driving-force control apparatus can be made up of central operation processing unit (CPU), memory, computing circuit etc..Refer to Value arithmetic element 18 is made to be connected with as the equipment 30 of control object.
Equipment 30 is the drive system of electric vehicle, as shown in Fig. 2 equipment 30 has motor 31 and via output shaft 32nd, reductor 35 and drive shaft 33 and with motor 31 link wheel 34.According to Fig. 1 by command value arithmetic element The 18 motor torque command value T calculatedMTo control the rotation of motor 31.In the drive system of electric vehicle, make When motor 31 rotates, occur to vibrate (twisting vibration) due to the torsion of drive shaft 33.In fig. 2, illustrated with spring shape Show to property the torsion of drive shaft 33.In order to suppress the twisting vibration, in the computing motor torque of command value arithmetic element 18 It is corrected during command value.
The setting of target drive force setup unit 11 shown in Fig. 1 is corresponding with the requirement (the accelerator pedal amount of depressing) of driver Target drive force TD*[Nm].Target drive force TD* carry out branch and be separately input to divider 12 and aimed acceleration fortune Calculate unit 15.
The target drive force T that divider 12 will be set by target drive force setup unit 11DDivided by reductor 35 subtracts * Speed is than N, thus as the value for being scaled motor torque.Target drive force T after being divided byD*/N is that the motor before correction turns Square command value (the first motor torque command value), is input into command value arithmetic element 18.In addition, speed reducing ratio N is according to vehicle And it is different, in the case of without using reductor, speed reducing ratio N is 1.In this case, target drive force is and motor torque Command value identical value (TD*)。
Actual acceleration arithmetic element 14 is that speed is carried out differential to obtain the approximate differentiator of acceleration.It is actual to add Velocity arithmetic unit 14 to the actual rotating speed of the motor 31 in equipment 30 (hereinafter referred to as " actual speed ".)ωM[rad/s] Differential is carried out, carrys out the actual rotary acceleration of computing (hereinafter referred to as " actual acceleration ".).For example can be by equipment 30 The rotation speed detection unit (speed probe) 13 for being installed on the output shaft 32 of motor 31 detects actual speed ωM。
Transmission characteristic (transmission function) Ga of actual acceleration arithmetic element 14 can be for example represented with following formula (1) (s)。
[formula 1]
Here, ω [rad/s] is the parameter of control and is defined constant, s is Laplace operator.Transmission function Ga (s) ω included in/(s+ ω) is the delay of the approximation of approximate differential when seeking acceleration.ω is bigger, and delay is smaller, more Close to real acceleration, if but ω is set too much, easily influenceed by the noise of the detected value of rotating speed, therefore set It is set to the value for achieving balance.The actual acceleration calculated by actual acceleration arithmetic element 14 is input into correcting value computing Unit 20.
The target drive force T that aimed acceleration arithmetic element 15 will be set by target drive force setup unit 11D* divided by drive The inertia J of dynamic systemTN (Moments of inertia JTWith speed reducing ratio N product), carry out the rotary acceleration of the motor of the preferable auto model of computing (hereinafter referred to as " aimed acceleration ".).Preferable auto model is assumed that to be very close to each other in driver for vehicle and be complete Rigid body model.For example the transmission function Gm (s) of preferable auto model can be represented with following formula (2).
[formula 2]
Here, ω [rad/s] is set as the ω identical values with above-mentioned formula (1).JT[Nms2] it is to be converted on motor reel Combined inertia (the moment of inertia), N is the speed reducing ratio of reductor 35, and s is Laplace operator.Moments of inertia JTCan with speed reducing ratio N Suitably set according to the species of driver for vehicle, speed reducing ratio N is 1 in the case of without using reductor.
Combined inertia (the moment of inertia) JTIt is the inertia for combining motor inertia, driving wheel inertia, car weight etc., for example can Represented with following formula (3).
[formula 3]
Here, JmIt is motor inertia, JωIt is driving wheel inertia, M is vehicle weight, RtIt is tire effective radius, N is to subtract Speed ratio.
The ω included in the transmission function Gm (s) of aimed acceleration arithmetic element 15/(s+ ω) part can be construed to Delay compensation unit, the delay compensation unit provides approximate micro- during with asking for acceleration by actual acceleration arithmetic element 14 The delay identical delay of the approximation divided.Aimed acceleration is input into correcting value arithmetic element 20.
Correcting value arithmetic element 20 is based on the aimed acceleration calculated by aimed acceleration arithmetic element 15 and by reality The actual acceleration that acceleration arithmetic element 14 is calculated, carrys out the correcting value that computing is directed to the first motor torque command value.School Positive quantity is used for the twisting vibration for suppressing to occur in drive system as described above.So that between aimed acceleration and actual acceleration Deviation for 0 or reduce mode and by remove interference moment component in the way of carry out computing correcting value.Here, interference torque into Divide and refer to the running resistance such as air drag moment component and the braking moment composition produced by brake operating.
Correcting value arithmetic element 20 has deviation arithmetic element 16 and proportional gain multiplication unit 17.Deviation arithmetic element 16 Subtract what is calculated by actual acceleration arithmetic element 14 from the aimed acceleration calculated by aimed acceleration arithmetic element 15 Actual acceleration, the thus deviation between computing aimed acceleration and actual acceleration.Aimed acceleration and actual acceleration it Between deviation be input into proportional gain multiplication unit 17.Proportional gain multiplication unit 17 will be calculated by deviation arithmetic element 16 Deviation be multiplied by proportional gain K, thus computing is used for the correcting value of twisting vibration for suppressing to occur in drive system.
The first motor torque command value and correcting value phase that command value arithmetic element 18 will be calculated by divider 12 Plus, (the second motor torque is instructed the final motor torque command value for the motor that thus computing is driven to vehicle Value) TM[Nm].Second motor torque command value TMBe input into equipment 30, thus with the second motor torque command value TM It is consistent or follow the second motor torque command value TMMode motor torque is produced to rotate motor 31.In addition, by The braking moment F that the brake operating of driver is producedB[N] is also input to equipment 30.
<First action example>
As the first action example, pair with it is lasting fixed target drive force is provided when target drive force, actual driving force And the relevant simulation result of time change of speed is illustrated.
In Fig. 3 (a), lasting offer fixation in the structure involved by the first embodiment in the present invention is shown The simulation result of target drive force and actual driving force during target drive force, in Fig. 3 (b), shows in the same terms Under speed simulation result.As shown in Fig. 3 (a) and Fig. 3 (b), it is known that even if passing through with the time, speed increases and this The concomitantly running resistance such as air drag increase, the deviation of target drive force and actual driving force is also small, and actual driving force is followed Target drive force.In addition, in the case of upward slope, it is also same with the increased situation of speed, it can slow down naturally.
<Second action example>
As the second action example, target during in the structure involved by the first embodiment in the present invention with braking is driven The simulation result that the time change of power, actual driving force and speed is relevant is illustrated.
Shown in Fig. 4 (a) in the structure involved by the first embodiment of the present invention 6 second time point throttle pass Close, the simulation result of the target drive force in 10 second time point brake actuating and actual driving force, shown in Fig. 4 (b) The simulation result of speed under the same conditions.As shown in Fig. 4 (a) and Fig. 4 (b), it is known that in the braking of 10 second time point Be also after startup target drive force and actual driving force deviation it is small, actual driving force can follow target drive force.
As described above, the according to the first embodiment of the invention driving force control of involved electric vehicle Device, computing aimed acceleration is carried out using preferable auto model, on the other hand to actual speed carry out differential come computing it is actual add Speed, to make the computing correcting value in the way of 0 or diminution of the deviation between aimed acceleration and actual acceleration, thus, it is possible to press down The twisting vibration occurred in drive system processed.Also, interference moment component is eliminated from correcting value, therefore without using patent document Input torque estimator as described in 1, it becomes possible to suppress (outer by the interference torque for being difficult to determine with simple structure Portion's rate variance factor) caused by cogging, so as to suppress the deviation of target drive force and actual driving force.
In addition, in the past case described in patent document 1, being turned in the calculating of correction torque according to the target of motor Deviation between speed and actual speed is calculated.On the other hand, in the first embodiment of the present invention, according to target Deviation between acceleration and actual acceleration calculates correcting value.By the difference, even if without dry present in past case The estimation unit of torque is disturbed, also actual driving force can be made accurately to follow target drive force.
(second embodiment)
In the first embodiment of the present invention, the inertia of the preferable auto model set to calculate aimed acceleration JTIncluding parameters such as motor inertia, car weights.Such as car weight is the value being easily varied according to number of passengers, useful load, therefore The situation of generation model error is more.As the inertia J of preferable auto modelTWhen there occurs error, shaken even in not twisting Under dynamic stable state, correcting value also has value.Accordingly, there exist following worry：The target determined by the operation of driver Driving force TD* it is poor to be produced between actual driving force, so as to produce sense of discomfort in sense of acceleration.In addition, the first of the present invention In embodiment, the influence of model errors can not be removed completely sometimes.
Here, in the case where there are model errors, correcting value has the mechanism of value to explanation at steady state.At this In structure involved by the first embodiment of invention, when being assumed in the absence of the stable state reversed, it is based on and dream car Model same consideration method, when the inertia of equipment 30 is set into JTPWhen, it can represent actual as following formula (4) and turn Fast ωM。
[formula 4]
Thus, it is possible to represent the actual acceleration α calculated by actual acceleration arithmetic element 14 with following formula (5) 1。
[formula 5]
S → 0 at steady state, therefore, it is possible to represent actual acceleration α 1 with following formula (6).
[formula 6]
Similarly, also the mesh calculated by aimed acceleration arithmetic element 15 can be represented as following formula (7) Mark acceleration alpha 2.
[formula 7]
S → 0 at steady state, therefore, it is possible to represent aimed acceleration α 2 with following formula (8).
[formula 8]
Therefore, it is possible to represent the aimed acceleration α 2 and the reality that are calculated by deviation arithmetic element 16 with following formula (9) Deviation between border acceleration alpha 1.
[formula 9]
Thus, if there is no model errors, by target drive force TD* value divided by obtained from speed reducing ratio N (that is, the One motor torque command value) and the second motor torque command value TMIt is identical value, then aimed acceleration α 2 adds with actual Deviation between speed alpha 1 is 0, therefore correcting value is 0.On the other hand, in the case where there are model errors, target accelerates The deviation spent between α 2 and actual acceleration α 1 has value, and correcting value also has value.
Therefore, the driving-force control apparatus of the electric vehicle involved by second embodiment of the present invention and the of the present invention The difference of structure involved by one embodiment is, as shown in figure 5, the rear class in proportional gain multiplication unit 17 adds mould Type error suppression unit 19.The driving-force control apparatus of electric vehicle involved by second embodiment of the present invention it is other Structure with the present invention first embodiment involved by structure it is substantially identical.
Model errors suppress unit 19 for example including high-pass filter, make what is calculated by proportional gain multiplication unit 17 The high frequency side of correcting value (the first correcting value) by and block the lower frequency side of correcting value (the first correcting value), to suppress the first correction The model errors included in amount, the thus final correcting value of computing (the second correcting value).
It can for example represent that model errors suppress the transmission function Gh (s) of unit 19 with following formula (10).
[formula 10]
In formula (10), s is Laplace operator, and ω 1 [rad/s] is off frequency.Cut-off frequency ω 1 can be suitably Setting, e.g. 0.3Hz.
<First action example>
Then, using Fig. 6 and Fig. 7, to the structure involved by the first embodiment and second embodiment of the present invention In model errors are not present in the case of and the simulation result that exists in the case of model errors illustrate.As imitative True condition, is set to make target drive force in 0Nm between 100Nm change, and provide model errors.On model errors, With preferable auto model by combined inertia JTCar weight be set to be assumed to be 2 people ride (65kg × 2) value relatively, by equipment 30 car weight is set to 5 people and ridden (65kg × 5) and useful load 200kg.Model errors amount is the weight of equipment 30 395kg model.
Fig. 6 is to represent the target drive force T by involved by the first embodiment of the present inventionD* it is scaled motor torque Value (the first motor torque command value) TD*/N, refer in the absence of the final motor torque in the case of model errors Make value (the second motor torque command value) TMAnd there is the second motor torque command value in the case of model errors TMTime change curve map.As shown in Figure 6, it is known that in the case of in the absence of model errors, certain time is being passed through Afterwards, the second motor torque command value TMWith the first motor torque command value TD*/N is consistent.On the other hand, it is known that exist In the case of model errors, the second motor torque command value TMIt is changed into and the first motor torque command value TD*/N is different Value.
Fig. 7 is to represent the first motor torque command value T involved by second embodiment of the present inventionD*/N, it is not present The second motor torque command value T in the case of model errorsMAnd there is the second electricity in the case of model errors Motivation torque instruction value TMTime change curve map.As shown in Figure 7, it is known that in the case of in the absence of model errors, After a time has passed, the second motor torque command value TMWith the first motor torque command value TD*/N is consistent.It is another Aspect, it is known that in the case of it there are model errors, after a time has passed, the second motor torque command value TMAlso with the first motor torque command value TD*/N is consistent.
<Second action example>
Then, using Fig. 8 (a)~Figure 10 (b), to the present invention first embodiment and second embodiment institute The simulation result that there is the output valve of each control circuit in the case of model errors in the structure being related to is illustrated.Emulation Condition is identical with the first action example.
Fig. 8 (a) is to represent the first motor torque command value T involved by the first embodiment of the present inventionD*/N and There is the second motor torque command value T in the case of model errorsMTime change curve map.Fig. 8 (b) is table Show the first motor torque command value T involved by second embodiment of the present inventionD*/N and there are model errors Under the second motor torque command value TMTime change curve map.As shown in Fig. 8 (a), it is known that the of the present invention In structure involved by one embodiment, the second motor torque command value TMIt is and the first motor torque command value TD*/N is not Same value.On the other hand, shown in such as Fig. 8 (b), it is known that in the structure involved by second embodiment of the present invention, in warp Cross after certain time, the second motor torque command value TMWith the first motor torque command value TD*/N is consistent.
Fig. 9 (a) be represent the present invention first embodiment involved by aimed acceleration and actual acceleration when Between the curve map that changes.Fig. 9 (b) is to represent the aimed acceleration involved by second embodiment of the present invention and actual acceleration The curve map of the time change of degree.As being shown respectively in Fig. 9 (a) and Fig. 9 (b), it is known that the first of the present invention In structure involved by embodiment and second embodiment, after a time has passed, aimed acceleration and actual acceleration Degree is changed into fixed value.
Figure 10 (a) is to represent to be transported by deviation arithmetic element 16 in the structure involved by the first embodiment in the present invention The curve map of the deviation calculated and the time change of the correcting value obtained after the deviation passing ratio gain multiplied unit 17. Figure 10 (b) be represent in the structure involved by second embodiment of the present invention by deviation arithmetic element 16 calculate it is inclined Difference and the deviation passing ratio gain multiplied unit 17 and model errors suppress the time of the correcting value obtained after unit 19 The curve map of change.As Figure 10 (a) shown in, it is known that the present invention first embodiment involved by structure in, by than The correcting value obtained after example gain multiplied unit 17 has fixed value.On the other hand, shown in such as Figure 10 (b), it is known that at this In structure involved by the second embodiment of invention, after a time has passed, unit 19 is suppressed by model errors The correcting value obtained afterwards is changed into 0.
As described above, second embodiment of the invention, the first embodiment with the present invention is same Ground, computing aimed acceleration is carried out using preferable auto model, and differential is on the other hand carried out to actual speed and carrys out the actual acceleration of computing Degree, to make the computing correcting value in the way of 0 or diminution of the deviation between aimed acceleration and actual acceleration, thus, it is possible to suppress The twisting vibration occurred in drive system.Also, interference moment component is eliminated from correcting value, therefore without using patent document 1 Input torque estimator as described, it becomes possible to suppress (outer by the interference torque for being difficult to determine with simple structure Portion's rate variance factor) caused by cogging, so as to suppress the deviation of target drive force and actual driving force.
Also, suppress unit 19 by having added model errors, in the case of it there are model errors, steady Determine can also to suppress under state the influence that is caused by model errors to make correcting value disappear.Thus, it is possible to make the first motor Torque instruction value TD*/N and the second motor torque command value TMUnanimously, so as to preventing the sense of discomfort of sense of acceleration.Also, it is logical Cross and added model errors suppression unit 19, additionally it is possible to which it is dry that removal is not removed completely in the first embodiment of the present invention Disturb torque.
In addition, in Figure 5, added model errors in the rear class of proportional gain multiplication unit 17 and suppressed unit 19, but It is that can also add model errors in the prime of proportional gain multiplication unit 17 to suppress unit 19.
(other embodiment)
As described above, describing the present invention by first embodiment and second embodiment, but it should not be construed as Discussion and accompanying drawing as a part of this disclosure limit the present invention.It will be apparent to one skilled in the art that can be from this Various alternate embodiments, embodiment and application technology are obtained in open.Present invention resides in the various implementations that this is not recorded Mode etc., this is self-evident.Thus, protection scope of the present invention is according to the above description only by suitable claims The specific item of involved invention is determined.
Description of reference numerals
11：Target drive force setup unit；12：Divider；13：Rotation speed detection unit；14：Actual acceleration computing list Member；15：Aimed acceleration arithmetic element；16：Deviation arithmetic element；17：Proportional gain multiplication unit；18：Command value computing list Member；19：Model errors suppress unit；20：Correcting value arithmetic element；30：Equipment；31：Motor；32：Output shaft；33：Drive Moving axis；34：Wheel；35：Reductor.

Claims (2)

1. a kind of driving-force control apparatus of electric vehicle, the driving force to the motor in the drive system of electric vehicle is carried out Control, the driving-force control apparatus is characterised by possessing：
Target drive force setup unit, its requirement based on driver is come sets target driving force；
Divider, its by by the target drive force divided by speed reducing ratio come computing the first motor torque command value；
Aimed acceleration arithmetic element, it is based on by the inertia of the target drive force divided by the drive system and being multiplied by regulation First transmission characteristic of length of delay, according to the target drive force come computing aimed acceleration；
Actual acceleration arithmetic element, it by the differential value of the actual speed of the motor based on being multiplied by the regulation length of delay The second transmission characteristic, according to the actual speed of the motor come computing actual acceleration；
Correcting value arithmetic element, its computing is used for the school for reducing the deviation between the aimed acceleration and the actual acceleration Positive quantity；And
Command value arithmetic element, it is by by the first motor torque command value and the correcting value phase Calais computing second Motor torque command value,
Wherein, ω is being set to the parameter of control and defined constant is being set to and when s is set into Laplace operator, it is described Regulation length of delay is expressed as ω/(ω+s).
2. the driving-force control apparatus of electric vehicle according to claim 1, it is characterised in that
Be also equipped with model errors and suppress unit, will the first motor torque command value and the correcting value phase in addition Before, the model errors suppress the model errors of the drive system included in the unit suppression correcting value.
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